Internal combustion engine



oep. 25, 1932. A, s MOSHER 1,884,119

INTERNAL COMBUSTION ENGINE 49 /N VENTOR BY I ra S. MoJ/1er, a

H15 TTORNE 'Y om. z5, 1932. 1 5. MOSHR 1,884,119

INTERNAL COMBUSTION ENGINE Filed May 1.5,A 1950 2 Sheets-Sheet 2 @www-M* /N VENTO/e [ra 5. Mos/1er HIS A TTORNEY Patented oct. ',l v'1932 s 1384119 *UNITED y .sfrii'rlasA IPM'ENTI oFFicE IRA S.. MOSHER, Oll DETROT, MICHIGAN INTERNAL COMBUSTON ENGNE Application rfiled May 13, 1930. Serial No. 451,307.7;

The invention relates to internal combus- Figs. 3 and 4 are a front elevation and tion engines and among its objects are the side elevation, respectively, of the lower slidfollowing: to provide an improved strucing cross-head.

.Y ture of engine for increasing the power of Referring `again to said drawings the ref- 8 same-without adding materially to the weight erence numeral 'designates generally the 55 thereof; to provide an engine in which greatupper cylinder block and 6 the lower cyliner yflexibility may be obtained both in tra'liic der block. Each cylinder block may contain and general road work; to eliminate all side as many cylinders as desired; for instance thrust of the pistons ordinarily caused by if each blcclr contained six cylinders a ver- 10 the connecting rods; to cause power impulses tical twin six engine would be provided. As y00 tooccur during the entire 360?7 of crank movethe longitudinal sectional views through any ment instead of only 180 as in the convenpair of cylinders would be alike except for tionall moto-r; to provide a motor which will the different positions of the pistons which develop its rated horse power at low speed, would depend upon the timing of the motor 1" thus having all the advantages of an opit is thought the showing made in Figs. 1 65 posed cylinder motor with noney of its disand 2- will suiice for an engine containing advantages; andto provide a motor in which any desired number of pairs of opposed cylcompression takes place under a power iminders. rlhe terms upper and lower as they y pulse and not on an idling stroke as in ordiappear in the specification and claims are to nary motors. n be understood as simply terms of orientation The invention contemplates the use of an as itwould be quite feasible to set the engine opposed cylinder motor. Ordinarily in moup in various positions. tors of this type the pistons are co-nnected to Y It will also be understood that any parts .85. each other orto ,cranks connected to the crank mentioned hereinafter in the singular are to shaft. This necessitates the use of stuffing be construed as referring to all such similar boxes or other more or less complicated strucparts in the motor. A

tures which are highly impractical in the The cylinders in the upper block are despresent day high speed engine. In accordignated vby the numeral 7 and those in the ance with the kpresent invention the pistons lower block bythe numeral 8. These cylinare connected with slidingcross-heads which, ders are open at their extreme ends and at although independent of each other, 'always their Vadjoining ends are provided with cylmove in unison. One ofthe sliding crossinder heads?) and 10 having offset combusheads is connected to thetcrankshaft and nu# tion chambers 11 and 12. rlhe cylinder heads merous advantages accrue from this conare secured in place by set screws 13 and are struction and willbe explained in detail heresecured together by set screws 14. The set inafter. screws 1 4 are easily accessible so that the en- Other advantages and Objects thanthose gine may be taken down with little trouble. heretofore mentioned will become apparent The usual spark plugs 15 and 16 are proas this specification proceeds and still others vided and valves 17 and 18. The valves 17 will be obvious without being pointed out and 1S are the intake valves and itis underand described in detail. stood the exhaust valves are ydirectly behind For a proper understandingof the inven` them, the valve stem of one of the exhaust tion drawings'have'been Aprovided in which valves being indicated at 19 in Fig. 2. The similar characters of reference indicate corintake manifold is designated generally by responding parts in allthe views. Referring the reference character 20.

to said drawings: Upper and lower pistons A21 and 22 are Fig. V1 is a longitudinal sectional view, provided in the cylinders 7 and 8. Due to parts being `in elevation; the fact that means, hereinafter described,

Fig. 2 is a fragmentary'detail sectional are provided for eliminating the side thrust 100 view`ta'ken on line 2 2 ofv Fig. 1; and on the pistons they may be made considerf) um ably shorter and lighter which, as is wel] known, has numerous advantages in the Inodern high speed engine, not thought necessary to dwell on at the present time.

lifounted in guides 25 and 26 adjacent to and in close proximity with the cylinders are upper and lower cross-heads 27 and 2S. The guides 2? and 28 may be made separate from the cylinder blocks and secured thereto in any desired manner or they may be integral with the cylinder block as illustrated in the drawings. The cross-heads 27 and 28 are considered an important feature of the present invention. They are preferably of skel-l eton construction so as to be light in weight. and their wearing faces may be of hardened steel. rEhe lower cross-head is connected by the connecting rod 29 to the crank shaft 30. Thus the lower cross-head will take all the side thrust imparted by the connecting rod 29. rEhe long bearing surface and construction of the cross-heads enable them to stand a great deal of wear and even if a small amount of lost motion develops there will be very little harm done in comparison to this happening to the piston. The cross-heads are easily accessible and may be renewed with very little trouble and slight expense. The upper cross-head might be the same as the lower one but due to the fact that it has considerably less work to do and less strain it is preferred to make it lighter as illustrated.

It is preferred to make the cross-heads 27 and 28 separate and connect them together by the straight line link 31. If a single integral cross-head were used the cylinder blocks would have to be lined up with absolute accuracy. Even a few thousandths deviation would cause a terrible strain on the parts and probably result in permanent injury or disaster. vWhile it is desired to have as much accuracy as possible used the connecting link 31 would allow for any slight discrepancies.

The cross-heads are provided with lateral extensions 35 and 36. Pivoted at 37 to the extension 35 is a link 38 which in turn is connected by the wrist pin 39 to the piston 21 in the upper cylinder 7. Pivoted at 40 to the extension 3G is a similar link 41 connected by the wrist pin 42 to the piston 22 in lower cylinder 8. By virtue of the lateral extensions 35 and 36 from the cross-heads and the vertical movement of the cross-heads a straight line motion is imparted to the pistons by the links 3S and 41, thus eliminating all side thrust on the pistons.

lt will be noted that the pistons are so arranged that on the power stroke of one piston the opposite piston is compressing instead of idling. For instance, in Fig. 1 the piston in the lower cylinder is in the firing position or at the beginning of the power stroke and the piston in the upper cylinder l is at the beginning of its compression stroke.

Thus in a twin six motor we would obtain siX iinpinses, 60 apart, for one revolution of the crank shaft. However the timing may be varied. The cylinders in the top cylinder block may be timed to get their compression under power from the cylinders in the lower cylinder block or the timing may be directly opposite so as to allow the cylinders in the lower cylinder block to compress under power stroke from the cylinders in the upper block. Another possibility would be to time it so as to compress under power, alternately, upper and lower. However the arrangement vof compressing in the upper cylinders under a power stroke from the lower cylinders is thought to be best as it distributes the power in a much more uniform manner.

The arrangement and operation of the valves and the timing may be done in any approved manner. By way of example the valve stems 45 or their tappets are engaged by cams 46 on cam shafts 47. The lower cam shaft 47 has a gear 48 mounted thereon. A gear 49 is mounted on the crank shaft and sprocket chain 50 engages gears 48 and 49, idle gear 51 and gear 52. Mounted on the same shaft as gear 52 is a helical gear 53. This helical gear 53 engages another helical gear 54 secured to shaft 55. The upper end of shaft 55 carries another helical gear 56 which meshes a helical gear 57 on the upper cam shaft 47. In this manner thevalves are all operated in proper relation to the crank shaft. The arrangement and operation of the valves forms no specific part of the present invention and may be widely varied.

Numerous changes may be made in details of construction and arrangements of parts bv one skilled in the art without departing from the spirit of the invention or the scope of the appended claims.

I claim:

1. Aninternal combustionengine having in combination` pairs of opposed cylinders, pistons mounted independently of each other and adapted to move in unison with each other in said cvlinders. upper and lower crossheads for each pair of cylinders. said crossheads of each pair being linked together and mounted for reciprocal movement adjacent said cylinders. connections between said cross-heads and said pistons` and connections between said cross-heads and the crank shaft of said engine.

2. An internal combustion engine having in combination, pairs of opposed cylinders, each pair comprising an upper and lower cylinder, pistons in said cylinders, upper cross-hea ds. lower cross-heads, links connecting said upper cross-heads to the pistons in said upper cylinders, links connecting said lower cross-heads to the pistons in said lower cylinders, links connecting` said upper and lower cross-heads, guides adjacent said cylinders for said cross-heads, and connections between said lower cross-heads and the crank shaft of said engine.

3. An internal combustion enginehaving in combination, pairs of opposed cylinders, each pair comprising an upper and lower cylinder, pistons in said cylinders, upper crossheads, lateral extensions on said upper crossheads, links connecting said lateral lextensions to the pistons in said upper cylinders,

lower cross-heads, lateral extensions on said lower cross-heads, links connecting said lateral extensions to the pistons in said lower cylinders,'links connecting said upper and lower cross-heads, guides adjacent to and in close proximity with said cylinders for said cross-heads, and connections between said lower cross-heads and the crank shaft of said engine.

4. An internal combustion engine having in combination, pairs of opposed cylinders, each pair comprising an upper and lower cylinder, pistons arranged in said cylinders so that compression takes place in one cylinder under a power stroke in its opposing cylinder, upper and lower cross-heads, guides adjacent said cylinders for said cross-l1eads, connections between said upper and lower cross-heads and the pistons in said upper and lower cylinders whereby side thrust of said pistons in said cylinders is eliminated, straight line connections between said cross heads, and connections between said lower cross-heads and the crank shaft of said engine.

In testimony whereof I aflixmy signature.

IRA s. MOSHER. 

